Automatic railway-switch



(No Model.) 2 Sheets-Sheet 1.

' C. DONAILUIL AUTOMATIC RAILWAY SWITUH. 4

No. 549,847. Patented Nov. 12,1895.

' .ANDREW EGFAHAM.PHOTGLIWQWASIUNGTDMEC w 2 Sheets-Sheet 2. J. C. DONAHUH. I AUTOMA'IIIG RAILWAY SWITCH. .No. 549,847. Patented Nov. 12, 1895.

amme'wtoz ANDREW RGRANAM, FHOTOUTHQWASHINGTON. DC,

UNITED STATES PATENT OFFIcn.

JOHN C. DONAI-IUE, OF IVARREN, PENNSYLVANIA.

AUTOMATIC RAI LWAY-SWITCH.

SPECIFICATION forming part of Letters Patent No. 549,847, dated November 12, 1895.

Application filed August 8, 1895. Serial No. 558,617. (No model.)

T0 on whom it may concern:

Be it known that I, JOHN C. DONAHUE, a citizen of the United States, residing at WVarren, in the county of l/Varren and State of Pennsylvania, have invented new and useful Improvements in Automatic Railway- Switches, of which the following is a specification.

This invention relates to an automatic railway-switch, and has for its object to provide improved means for operating the switch from a car or locomotive while in motion and which will be capable of ready use either on a straight track or the sharpest curve and without regard to the speed of the car or train.

The invention consists in the features of construction and novel combinations of devices comprised in mechanism for operating a railway-switch from a car or locomotive, as hereinafter more particularly described and claimed.

In the annexed drawings, illustrating the invention, Figure 1 is a plan of a portion of railway-track provided with my improved switch mechanism. Fig. 2 is a similar view showing the switch-rail and connected mechanism in another position. Fig. 3 is a side elevation of the guard-rail. Fig. 4 is an enlarged side elevation of mechanism carried on a carfor operating the switch. Fig. 5 is a view of the same attached to and carried by a car-truck. Fig. 6 is an enlarged vertical longitudinal section of the wedge-block carried by a car or'locomotive for acting on the switchlever mechanism. Fig. 7 is a plan of said wedge-block. Fig. 8 is an enlarged detail view of part of the switch-lever mechanism. Fig. 9 is an end elevation of a form of guardrail adapted for use with my invention.

Referring first to Figs. 1 and 2, the numeral 1 designates the main-track rails, 2 the movable switch-rail, and 3 a guard-rail parallel with one of the main-track rails. The guardrail 3 is slotted at suitable intervals for reception of two laterally-swinging blocks 4 and 5, that are each provided with a vertical pivot 6 at one end.

One end of the pivoted laterally-swinging block 4 is connected to a rod 7, having thereon a burr 8, that affords a bearing for one end of a spring 9, inclosed in a frame 10, and preferably fastened to one end thereof, the portion of the rod 7 beyond the burr or shoulder 8 being adapted to work loosely within the said spring. On the spring-inclosing frame 10 is a projection 11, Fig. 8, to which one arm of a bell-crank lever 12 is attached. The other pivoted and laterall -*-swinging block 5 has one end connected to a rod 13, having thereon a burr 14 to afford a bearing for a spring 15, inclosed in a frame 16, provided with a projection 17 for connection with one arm of a bell-crank lever 18, the arrangement being precisely the same for both swinging blocks 4 and 5, except that the bell-cranks 12 and 18 are placed or arranged in opposite directions, as shown in Figs. 1 and 2. Each bell-crank 12 and 18 has one of its arms connected with an adjacent swinging block 4 or 5, and the other arms of said bell-cranks are connected bya rod 19, so that when the block 4 or 5 is swung inward the other will be swung outward.

The switch-rail 2 is connected by a rod 20 to the long arm of a bell-crank 21, which has its short arm connected by a rod 22 to that arm of the bell-crank 18 with which the rod 19 connects. It will thus be seen that when the block 4, Fig. 1, is swung inward parallel with the guard-rail 3 the block 5 will be swung outward and the switch-rail 2 will be shifted to the position shown in Fig. 2, that will permit the passage of a car from the main track onto the siding or curve. If the block 5 is now swung inward, the switch-rail 2 will be returned to its former position against the main-track rail, as shown in Fig. 1, so that a car may go forward on the straight track.

At the pivotal angle of the bell-crank lever 21 there is formed a slightly-concaved bearing 23 for a roller 24, carried by a yielding pivotally-supported rod or arm 25, provided with a spring 26, having a bearing at one end against a burr or collar, that may be adj ustable on the rod 25, and at the other end bearin g against a head 27, through which the pivot 28 is passed. As soon as the switchrail is moved far enough to set the roller 24 over the center of the bearing-plate '23 on the bell-crank 21, the spring 26 will throw the switch-point the rest of the distance it is to be moved, and-therefore a very slight move ment of the block 4 or 5 will serve to turn the switch. Inward movement of the block 4 will IOO always turn the switch so the car will go to the right, and a similar movement of the block 5 always turns the switch so the car will go to the left. The roller 24, pressing on the bearing 23 of bell-crank 21, will always keep the switch-point sprung in the direction to which it has been turned. The slight concavity of the bearing 23 permits the roller 24 to run easily back and forth as the switch is operated. It will be understood that the pivotal or swinging blocks 4 and 5 are set low enough to not interfere with the flanges of passing car-wheels.

The bell-cranks 12, 18, and 21 and accompanying parts are preferably inclosed so far as possible in a box 29, Figs. 1 and 2, sunk in the pavement close to the guard-rail, the said box to be provided with a top that can be easily removed when necessary.

\Vhile the swinging blocks 4 and 5 might be connected with the bell-cranks 12 and 1.8 by means of rods 7 and 13 alone and without the employment of intervening springs, such as and 15, it is preferable to provide between ea-eh bell-crank and swinging block a yielding connection of the character hereinbefore described. By this means, should any thing happen to the switch so that it could not be thrown by reason say, of being frozen or by stones getting between the switch point and main rail-then the sprin f) and 15 would enable the blocks L and to yield without any liability of breakage thereto or to other parts of the switch mechanism; but these springs O and are made so strong that they cannot be sprung, unless the switch rail or point 2 is absolutely immovable from some cause, and consequently the said springs aftord a sufficiently rigid connection for working the switch when it is at all operative, and yet they will yield to prevent breakage.

For the purpose of acting upon the blocks at and 5 to cause a shifting of the switch there is carried by the car or a locomotive a wedgeblock 30, Figs. 1, 5, 6, and 7, adapted to pass between the guard-rail and adjacent maintrack rail. The wedge-block is constructed in two parts-nanmly, a heel or rectangular portion 31 and a point 32, that is wedge-shaped or tapered on one side to correspond with the lateral inclination of the outward1y-swung block 1 or 5 on which it is to act In the bottom of the heel portion 131 of the block 30 there is preferably mounted a roller 33, that may run on a flange or way 34:, provided on one side of the guard-rail. In case the guard rail should be similar to the one shows in Figs. and 9 the roller will run on top of the part 31 until it comes near to one of the swinging blocks 4.- or 5, where it would take a slight drop on account of the said blocks 1 and 5 being located slightly below the said part, Ilange, or way 34, and as soon as the block t or 5 is moved in even with the guard-rail the roller 33 and attached wedge-block 30 will run up the inclined portion 3t, Fig. 3, forming one end of each flange or way 34.

The heel portion 31 of the wedgeblock 30 is provided with a recess to receive a shank 35, Fig. (i, on the rear end of the wedge-point and the rear end of this shank is slotted for the passage of a pin 36, by which the parts are held loosely together, but so as to not become disconnected. These parts 31 and 32 are composed of some suitable insulating n'laterial, and on the top of each. is secured a contactplate 37 or 38 with binding-posts 39 40, secured thereto for attachment of wires forming part of the circuit for an electric bell. (Not shown.) The heel and point portions Ill of the wedge-block 30 are normally held apart by springs 11, which also hold apart the contact-plates. In acting upon. either of the swinging blocks 4 and. 5 the wedge-point 32 is forced backward against the pressure of the springs 41, thereby closing an electric circuit between the contact-plates 37 5S, and causing the bell to sound simultaneously with the setting of the switch. The wedge-block 30 is arranged to have a vertical movement under control of the engineer or motor-man and independent of the vertical oscillations of the car-body. For this purpose the heel 31 of the wed ge-block is preferably supported from the lower end of a depending vertically movable standard 4-2, carried by a lengthened horizontally-arranged spring or spring-arm 43, having one end secured at 44. to the truck l5 of a car. Between the heel 31 and the truck a spring-metal brace e6 may be me tended to assist in supporting the wedgeblock. The foiwvard end of the spring l3 carries a standard or foot-lever l7, passed loosely through the car-floor or platform at a point within easy reach of the foot of the motorman or engineer.

A denole-ended car will be provided with two of the wedge-blocks 30, supported from opposite ends of the ear-truck and each on the right-hand side in. the direction of movement for the car. By supporting the wedgeblock 30 from the car-truck and. extending the foot-leverl? loosely through the ear-iloor, this switch-controlling mechanism. will not be in any way affected by viln'ations of the car-body, but will always run alon smoothly, whether the body of the car does or not. The wedge-block 30 should be arranged just far enough ahead of the car-wheel as to not come in contact with it. This will enable the motorman to use it effectively either on the sharpest curve or on a straight track.

The spring 13 is arranged to normally support the wedge-block 30 at such elevation that if the switch is not to be shifted the roller 33 will ride over the top of either block 4. or 5 that maybe in an outwardly-swungpo sition and will exert noaetion onv either block, so that the switch will remain at rest. Now if it is desired to shift the switch the motorman will press down on the foot-lever l7, and when. the roller has passed to the end of the horizontal portion of the way or flange 34-. on the guard-rail 3, the foot-lever 4-7 being still pressed down, the wedge -block 30 will drop from the end of flange 34 and come in contact with the outwardly-swung block 4, Figs. 1 and 3, thereby pressing the same inward or parallel with the guard-rail. At the same time by contact with the block 4 the point 32 of the wedge-block will be forced backward. The circuit will be thereby closed, and the electric bell will sound, so that the motorman will know that the switch has been shifted to the position shown in Fig. 2. If this position of the switch is the one desired, the motorman will immediately remove his foot from lever 47, whereupon the wedgeblock 30 will rise and will subsequently pass over the top of the outwardly-swung block 5 without exerting any action thereon; but if it is desired that the switch-rail 2 be returned to the position shown in Fig. 1 the motorman will again press down on the foot-lever 47, so that the wedge-block 30, after riding up the inclined way 34, Fig. 3, and over the horizontal way 34, will drop therefrom into position to act on and press back the outwardly-swung block 5, Fig. 2, thereby returning the switch and its connected mechanism to the position shown in Fig. 1 and again sounding the electric bell or signal. Thus, even without seeing the switch-point, the motorman can tell that he is throwing the switch, and because of this arrangement of mechanism he can throw the switch properly on the darkest street through which the car may be passing, as he can tell by how many times the bell rings whether he is going to the right or left.

Any suitable stop may be arranged on the truck-frame adjacent to the standard 42 to prevent the wedge-block 30 from going up or down too far.

This switch-operating mechanism is not liable to be affected by the action of rain or snow. It will work in any place where an ordinary switch may be used, and as the mechanism is very simple there is practically no chance for any of its parts to become disarranged. As each car is to be fitted on the right-hand side and on each end of the truck with the wedge-block and its supporting and operating connections, there is no possible way in which the switch can fail to be turned at will without any necessity for leaving the car.

The switch-operating mechanism described does not in any way interfere with the working of the switch independently, as it can be sprung back and forth by a car backing out of a siding or onto the main track then as well as now, but with this difference that whichever way the car springs the switch the spring 26, Figs. 1 and 2, will hold the switch that way until it is sprung again either by using the wedge-block 30 or another car backing down another way. The laterally-swinging blocks 4 and 5 can be placed in the guard rail any distance apart, and they will work well at eight feet apart on street-railways.

On steam-railroads the switch mechanism should be made somewhat heavy, and the wedge-block 30 may be arranged just ahead of the pony-wheel on one side of the engine. This wedge -block may be controlled in a slightly-different manner when carried on an engine, being then preferably worked by a hand-lever instead of the foot. The speed of the locomotive or car will not interfere with the successful working of the switch. The wedge-block attachment can also be applied to freight-cars, so that the brakeman from his place at the brake can guide the movement of the car without being under the necessity of leaving the brake to turn the switch. In the use of this attachment on freight-cars the electric bell can be dispensed with, as the switch signals will indicate whether the switches are openor closed.

The form of guard-rail shown in Figs. 3 and 9 is intended for use on electric, cable, or horse railways. O11 steam-railways the common guard-rail may be used.

Wherever the standard spring switch points are in use on steam railways this switch-operating mechanism can be readily applied and used in connection with the usual spring adjusted in such a manner that it will allow my attachment to work successfully, independent of the small hand-lever that is now usually employed, yet allowing such hand-lever to be used whenever necessary in case a car or locomotive should not be equipped with switch-operating devices.

What I claim as my invention is- 1. An automatic switch adapted to be operated from a moving car or engine, and com prising a main track and siding, a switch rail, a guard rail having laterally swinging blocks pivotally mounted therein and adapted to proj ect toward the adjacent main track rail, bell cranks that each have an arm connected with one of said laterally swinging blocks adjacent thereto, a rod connecting the other arms of said bell cranks whereby one of said blocks is adapted to be swung outward as the other is swung inward toward the guard rail, and a bell crank lever having one of its arms connected with the switch rail and its other arm connected with the bell cranks of the said laterally swinging blocks which are adapted to be operated by mechanism carried on the car or engine, substantially as described.

2. An automatic switch comprising a main track and siding, a switch rail, a guard rail having laterally swinging blocks pivotally mounted therein and adapted to be operated by mechanism carried on a car or engine, bell cranks that each have an arm connected with one of said laterally swinging blocks, a rod connecting the other arms of said bell cranks in such manner that one of said blocks will be swung outward as the other is swung inward, a bell crank lever provided at its pivotal point with. a concaved bearing and having one of its arms connected with the switch rail and its other arm connected with the bell cranks of said laterally swinging blocks, and

a yielding pivotallysupported rod carryinga roller in contact with the bearing on the pi votal portion of the switch rail bell, crank, substantially as described.

An automatic switch comprising a main track, a siding, a switch rail, a guard rail provided on its outer side with a flange 01' way on which may run a wedge-block depending from an engine or car, laterally swinging blocks mounted in the guard rail in position. to be acted on by said wedge-block, bell cranks that each have an arm connected with one of said laterally swinging blocks, and a bell crank connected with the switch rail and with the bell cranks of said laterally swingin g blocks, substantially as described.

4. An automatic switch comprising a main track, a siding, a switch rail, a guard rail havin g laterally swinging blocks pivotally mounted therein, bell cranks adjacent to said blocks, yielding connections between said blocks and bell cranks, and a bell crank having one of its arms connected with the switch rail. and its other arm connected with the bell cranks of the said laterally swinging blocks, substantially as described.

5. An automatic switch consisting of the main track, a siding, a switch rail, a guard rail having the laterally swinging blocks mounted therein, bell cranks adjacent to said swinging blocks, the rod and spring connections between each of said blocks and one arm of each of said bell cranks, a rod connecting the other arms of said bell cranks, a bell crank lever having one of its arms connected with the switch rail and its other arm connected with the bell cranks of the laterally swinging blocks, and a spring pressed rod or arm having a roller bearing on the pivotal. portion of said bell crank lever to assist the throw of the switch, substantially as described.

6. In automatic switch opera-ting mechanism, the combinatitm with a switch-rail, the laterally swinging blocks, and levers connecting said swinging blocks and switch rail, of a wedge-block depending from a car or engine and composed of a heel portion and a point that are normally pressed apart by springs, and contact plates carried upon and insulated from the said parts of the wedgeblock and adapted to close a circuit for sounding an electric bell when the said wedge-block acts upon one of the said swinging blocks, substantially as described.

7. In an automatic switch operating mechanism, the combination with the switch rail and lever mechanism for throwing the same, 01". a two part wed ge-block comprising a yieldin gl y connected heel. and point, contact plates mounted on and insulated from the said parts of the wedge-blocks and adapted to close a circuit for sounding a bell when the said wedge-block is caused to act on the lever mechanism of the switch, and a spring arm attached to a car truck and from which said wedge block is supported and operated, substantially as described.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

JOHN C. DONAIIUE.

\Vitn esses:

JOHN B. CABLE, G. H. JACKSON. 

